Exhaust-gas injector



May 31, 1938. D COLLINS 2,119,268

EXHAUST-GAS INJECTOR Filed Dec. 21, 1934 5 Sheets-Sheet l May 31, 1938- D. COLLINS 2,119,268

EXHAUST-GAS INJECTOR Filed Dec. 21. 1954 3 Sheets-Sheet 2 101/61 65 Gaul/vs WWW/ May 31, 1938. D. COLLINS EXHAUST-GAS INJECTOR Filed Dec. 21, l934- 3 Sheets-Sheet 5 Patented m 31, 1938 g 2,ll9,268

U NlTEl) STATES PA' T-ENT oFFics Douglas Collins, Salisbury, N. 0.

Application December 21-, 1934, Serial No. 758,691

13 Claims.

My present invention relates to an improved exhaust-gas-injector for use with charge forming devices of internal combustion engines, by means of which a proportionate supply of exhaust gas from the engine is substituted in lieu of a portion of the vaporized, gasoline and added to the stream of fuel mixture as the latter is fed to the cylinders of the engine. This addition of a regulated and proportionate volume of exhaust gas to the fuel mixture is particularly desirable and becomes of maximum value, especially when the automotive vehicle propelled by the internal combustion engine, or motor, attains high'roadspeeds, say above fifty miles per hour under present conditions.

At such high speeds, as an example, economy is not possible under present conditions, in the consumption of gasoline, but with the utilization of the injector device of my invention, I utilize the strong suction that is created by the pistons of the motor for introducing the desired,

regulated, and proportionate volume of exhaust gas to the fuel mixture, and thereby increase the mileage attained, and economize in the consumption of gasoline.

In carrying out my invention I regulate and proportion the volume of added exhaust gas to the speed of the engine, the proportion being governed by the adjustment of the spark-advance or control mechanism of the ignition system of the automotive vehicle, i. e. as the mechanism is adjusted to advance the spark, the volume of added exhaust gas is increased, and as the mech- "anism is retarded, or adjusted to retard the spark the volume of added exhaust gas is reduced, and may be entirely out off.

Inasmuch as the added volume of exhaust gas does not reach its highest efliciency until after the spark has partially advanced, I provide for a lag in the introduction of the exhaust gas, after the spark has been advanced. Thus, as the spark control mechanism is manually adjusted,

the admission of exhaust gas to the fuel mixture is automatically and proportionately controlled by a variable valve device or injector.

In addition to this automatic control for the exhaust gas, I provide a regulating valve for the admission of exhaust gas, and'of course this valve also may be closed entirely, to out 011 the haust gas is reduced, or cut ofl, simultaneously with the control of the spark control devicein advancing the spark at increased engine speeds in proportion to the speed, and for retarding the spark or timing mechanism. 5

The injection of the inert, exhaust gas, into the fuel mixture permits of a relatively high compression, in the engine cylinders, of the fuel mixture, even where gasoline of low octane rating is employed, and the presence'in the fuel mixture of the inert gas causes the fuel mixture to burn more slowly, thereby eliminating detonations or knocks, which usually accompany high compression of low grade fuels. On the other hand, the fuel mixture with the added volume of exhaust gas, is highly explosive. Thus by the use of the added, regulated, proportionate volume of exhaust gas to the fuel mixture, I enhance the quality of low grade fuels as they are fed to the engine cylinders; and I also economize in the consumption of gasoline employed in the fuel mixture, for the reason that the introduction of the volume of exhaust gas to the fuel mixture dispenses with the necessityfor the normal quantity of vaporized gasoline in the fuel'mixture.

As is well known, the carburetor or charge forming device for an internal combustion engine is a delicately adjusted mechanism for properly proportioning the air and gasoline of the fuel mixture, and it is common knowledge that the addition of air to the properly proportioned charge destroys this minute and precise relation between air and gasoline used in the fuel charge.

I have discovered that the substitution oi a quantity of exhaust for a quantity of the properly proportioned fuel mixture does not affect the nature of the fuel mixture, and incidentally, this substitution of exhaust gas does not decrease the combustibility of the properly proportioned fuel mixture.

Inasmuch as the established proportion and combustibility of the quantity of fuel mixture utilized from the carbureter is not disturbed, it will be apparent that the final fuel mixture delivered to the engine cylinders is a properly proportioned, and highly combustible, fuel.

In carrying out my invention, 1, associate with adjusting means employed at high speeds for controlling the engine, as the spark control mechanism, means for supplying a regulated volume of exhaust gas to the fuel mixture at the intake manifold, or other suitable place, in proportion to the high speed of the engine; and for reducing the supply of exhaust gas as the speed is decreased. and this reduction in the supply of exhaust gas may be complete.

In the p nyin drawings I have illustrated one complete example of the physical embodiment of my invention in connection with a conventional motor or internal combustion engine, the parts being combined and arranged according to one mode-I have thus far devised for the practical application of the principles of my invention, but it will be understood that various changesand alterations may be made in the exemplifying structures, within the scope of my claims, without departing from the spirit of my invention.

Figure 1 is a top plan view of a conventional motor or internal combustion engine, equipped with the injector device of my invention.

Figure 2 is a view in side elevation at the carbureter-side of the motor.

Figure 3 is a view looking from the front end of the motor, and showing parts of the injector device in section.

Figure 4 is an enlarged, detail, vertical sectional view of the valve tube and the valves of the injector.

Figure 5 is a sectional view at the instrument board, or' dash-board of an automotive vehicle, showing the manual control and permanent set ting for governing or regulating the exhaust gas injector, and Figure 6 is a detail sectional view at line 6 -6 of Figure 5.

In order that the general arrangement and utility of parts may readily be understood I have indicated at B, the block of an internal combustion engine or motor, having the usual intake manifold I and the exhaust manifold E, and the feed line F is connected with the carbureter F as usual. The water connection for the cooling system for the engine is indicated at W, and the timing mechanism or spark control mechanism of the ignition system of the engine-cylinders, includes the ignition distributor D and connections P of the spark plugs of the engine. The spark control lever S, or other similar control means, is utilized, especially at high speeds, for advancing the spark at increased engine speeds, and in proportion to the speed, and the spark-timing is retarded by movement of the lever S, in proportion to the engine speed as usual.

As one means for advancing, or controlling, the spark, I have shown a manual control from the handle H that may be located adjacent the steering wheel of an automotive vehicle, or the handle may be of other conventional type and located in any desirable, convenient position. The handle may be turned to rock the shaft or rod R in suitable bearings as R, and by means of the arm A on the rod, the link L swings the spark control lever S for control of the spark advance mechanism or spark control mechanism.

As indicated in Figure l, the lever S is swung in one direction to adjust or advance the spark. and it is swung in the opposite direction to retard the timing of the spark,-by action of the link L that is pivoted at L'.

In the accompanying illustration of the installation of my injector device, I have shown exhaust pipe I secured to the exhaust manifold E in suitable manner, and at a convenient location, and on the top or upper end of this exhaust pipe I I mount a reservoir or collecting chamber C, which communicates with the exhaust manifold and receives a supply of exhaust gas, through gas and air tight joints between parts,

asindicatedbythearrowsinl'lgur'et The collecting chamber forms a reservoir for an accumulation or collection of exhamt gas supplied from the exhaust manifold. and the turbulency of the gas, as indicated by the arrows in the interior of the collecting chamber, is spent, by confinement within the chamber of a suitable volume of gas. In addition, any sparks contained in the exhaust gas are extinguished. This inert exhaust gas, containing only an insignificant proportion of oxygen, may be drawn on. by suction from the cylinders of the engine, through the valve tube 2 with which the reservoir or collecting chamber 0 communicates.

The valve tube is attached at its upper end to the bottom of the reservoir, and at its lower end the tube is attached to the intake manifold, or other appropriate part, in order that the added exhaust gas may be added as an auxiliary to the fuel mixture passing from the carbureter, through the intake manifold, to the cylinders of the engine.

A control valve 3, and a variable or adjustable regulating or governing valve, or cut-off valve 4, are disclosed, which are fashioned as simple plug valves with transverse ports and mounted to turn in the walls of the valve tube, for opening or closing the tube to passage of exhaust gas,

The connecting link 6-3 between valve 3 and the lever S is made up of sections having lapped, slotted ends fastened together by a bolt or bolts to and nuts 6b, and at least one bolt and one nut are perforated to receive a cotter ring 641 having its ends sealed at ie, for permanently fastening together the overlapping ends of the two sections to form a rigid link. By means of the adjustable joint between the sections of the link, the latter may be shortened for the purpose oi. causing an early opening of the valve 3 as the spark control mechanism is advanced. By adjusting the joint to lengthen the link, a later opening of the valve 3 is accomplished as the spark control mechanism is advanced, consequently admitting gas at a higher speed.

Thus the length of the link is adjusted to change the timing of the admission of exhaust gas to the intake manifold in relation to the degree the spark is advanced. The desired adjustment of the length of the link having once been made, the sealed cotter ring locks the link in its permanent length.

As before stated, however, spark control lever S is moved to advance the spark, and after the lever has moved a certain desirable distance, the port of the valve 3 initially opens, following a lag in the advance of the lever S, and this may be accomplished either by a lost motion connection at the pivot connection L, or by adjustment of the rotary plug valve 3 in the walls of the valve tube, to control the opening of the port, or the adjustment might be made at the arm 5 of the valve 3. Thus, when the engine is running at low speed, the timing mechanism may be adjusted without affecting the exhaust gas valve 3; and when runing at high speed the admission of exhaust gas to the fuel mixture will lag behind the 1t) ing the valve lever to open or to close the valve initial advance of the lever S, in the adjustment of the timing mechanism.

The regulating valve 4 in the valve tube, is inanually adjusted from the instrument board, or

dash board H of the automotive vehicle, and for this purpose the valve! is provided with a lever arm I, to which is connected a flexible pull wire I carried in a flexible guide conduit 8' in which the actuating wire is enclosed, for pulling or pushthe desired degree.

The regulating valve 4 is set to the desired adjustment by means of the knob 8a to regulate the volume of exhaust gas passing through the valve tube. The knob is mounted on the end of returning a certain quantity of exhaust gas to the intake side of the engine for economy in. the consumption of the fuel mixture. Also when the engine is pulling a load, and is just about to reach the predetermined speed at. which the exhaust gas may most efliciently be employed in the fuel mixture a certain amount of the exhaust gas is used. Any further increase in speed abovethis predetermined maximum speed as set by the regulating valve 4, results in the admission of more exhaust gas, due to change in the difference in pressure existing in the intake manifold and exhaust manifold, respectively, with the effective crosssectional area of the passage of valve 4 remaining constant as'previously set. This increase in the quantity of exhaust gas is such as to substantially dilute the combustible mixture, and this dilution results in lower efficiency of the fuel, with consequent retarding of the engine speed. However, just before this heavy dilution takes place. as heretofore explained, a certain amount of exhaust gas is being utilized, which results in economical operation at or approximately about predetermined maximum, permissible, engine speed.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent is:--

1. The combination with the exhaust manifold, the intake manifold, and the spark control mechanism of an internal combustion engine, of an intermediate valve-tube in communication with said manifolds and a control valve in said tube, means for adjusting the spark control mechanism, and means operatively connecting said adjusting means with said valve.

2. The combination with the exhaust manifold,

the intake manifold, and the spark control mechanism of an internal combustion engine, of an intermediate valve-tube in communication with said manifolds and a control valve in said valvetube, means for adjusting the spark control mechanism, and adjustable means operatively connecting said adjusting means with said valve.

V the reservoir and the intake manifold, a control valve in said tube, means for adjusting the spark control mechanism, and means operatively connecting said adjusting means and the valve.

a 4. The combination with the exhaust manifold, the intake manifold, and the'spark control mechanism of an internal combustion engine, of an exhaust gas reservoir communicating with the exhaust manifold, a valve tube communicating with the reservoir, a regulatingvalve and operat ing means therefor controlling the ,passage of exhaust gas through the valve tube, means for adjusting the spark control mechanism, a control valve in the valve tube, and operative connections between said control valve and the adjusting means. I 5. The combination with an internal combustion engine and means for supplying fuel mixturethereto, spark control mechanism and adjusting means therefor, and means for introducing exhaust gas to the mixture, of means for proportioning the volume. of exhaust gas intro? duced to the mixture, and means operatively connecting the latter means with said adjusting means.

6. The combination with the spark-advancing mechanism of an internal combustion engine, the intake manifold, the exhaust manifold, and a communicating tube therebetweemof a valve in the tube actuated by said mechanism, and

' means whereby the valve. is adapted to admit exhaust gas to the intake manifold after the initial advance of the spark-advancing mechanism.

7. The combination with the spark-advancing mechanism of an internal combustion engine, and means for supplying'exhaust gas to the intake manifold of the engine, of a control valve for the exhaust gas, and means whereby the valve is actuated by the spark-advancing mechanism to admit exhaust gas to the manifold after the initial advance of the spark-adjusting mechanism.

8. The combination with an internal combustion engine and means for supplying fuel mixture thereto, a spark control mechanism and adjusting means therefor, means for regulating an available supply of exhaust gas, and means for introducing some of this available supply to the mixture, of means for proportioning the volume of available exhaust gas introducedto the mixture, and means operatively connecting the latter means with said adjusting means.

9. The combination with the intake manifold, the exhaust manifold, and the spark control mechanism of an internal combustion engine, of an intermediate valve tube in communication with the manifolds, means for regulating the available quantityof exhaust gas introduced to said tube, a control valve in the tube, means for adjusting the spark control mechanism, and

means operatively connecting said adjusting means with said valve.

10. The combination with the exhaust manifold, the intake manifold, and the spark control mechanism of an internal combustion engine, of a valve tube communicating with said manifolds, means for adjusting the spark control mechanism, a control valve in. the valve tube, operative connections between said adjusting means and. the control valve, 2. regulating valve in the tube between the control valve and the exhaust manifold, and means for operating the regulating valve.

11. The combination with an internal combustion engine and means for supplying fuel mixture thereto, of suction means for introducing a volume of exhaust gas from the engine to the fuel mixture, spark advance and retarding mechanism and means for adjusting said mechanism, and means actuated by said adjusting mechanism for increasing or decreasing the volume or exhaust gas introduced to the fuel mixture as the spark control mechanism is advanced or retarded.

12. In an internal combustion engine having a higher than normal compression ratio, a charge-forming device for introducing a combustible mixture or fuel and air into the combustion chambers of said engine, spark control.

mechanism for said engine, means for introducing a quantity of exhaustgas into said combustion chambers with the combustiblefmixture, and means for controlling the quantity of exhaust gas introduced into the engine in accordance with the position of the spark control mechanism. whereby the engine may-be operated Jon a mummy of fuel without reduction in puwer andon fuel of iow octane rating without detonation.

13. The method of operating an internal com duction in power and operated on fuel 01' low octane rating without detonation.

DOUGLAS COLLINS. 

